2010 Ducati Monster 1100
2010 Ducati Monster 1100
2010 Ducati Monster 1100
Showing posts with label Ducati. Show all posts
Showing posts with label Ducati. Show all posts
2010 Ducati Hypermotard 1100 EVO SP
2010 Ducati Hypermotard 1100 EVO SP
2010 Ducati Hypermotard 1100 EVO SP
2010 Ducati Hypermotard 1100 EVO SP
2010 Ducati Hypermotard 1100 EVO SP2010 Ducati Multistrada 1200
2010 Ducati Multistrada 1200
2010 Ducati Multistrada 1200 front
2010 Ducati Multistrada 1200 side2009 Ducati Multistrada 1100S
2009 Ducati Multistrada 1100S
2009 Ducati Multistrada 1100S red
2009 Ducati Multistrada 1100S white2010 Ducati 1198S
2010 Ducati 1198S
2010 Ducati 1198S rear
2010 Ducati 1198S red
2010 Ducati 1198S side2010 Ducati 848 Nicky Hayden Edition
2010 Ducati 848 Nicky Hayden Edition
2010 Ducati 848 Nicky Hayden Edition front
2010 Ducati 848 Nicky Hayden Edition side2009 Ducati Monster 696
2009 Ducati Monster 696
2009 Ducati Monster 696 black
2009 Ducati Monster 696 red2009 Ducati Monster 1100
2009 Ducati Monster 1100
2009 Ducati Monster 1100 black
2009 Ducati Monster 1100 rear2010 Ducati 1198R Corse SE Special Edition
2010 Ducati 1198R Corse SE Special Edition
2010 Ducati 1198R Corse SE Special Edition
2010 Ducati 1198R Corse SE Special Edition
2010 Ducati 1198R Corse SE Special Edition2010 Ducati Hypermotard 796
2010 Ducati Hypermotard 796-front
2010 Ducati Hypermotard 796
2010 Ducati Hypermotard796
2010 Ducati Hypermotard 796-rearThe brand new Ducati 796 engine with a bore and stroke of 88mm x 66mm, complies with Euro 3 and produces 81hp (59.6kW) power and £ 55.7 m (7.7kgm) torque with smooth rideability much economic benefit of all L-Desmodue Twins.
Motor Ducati 999
Motor Ducati 999...............
Had Ducati's 999 been the follow-up to, say, the Honda RC51, we have no doubt it would've been an instant smash hit. But instead it replaces the much loved and revered 916-998 series, bikes widely considered to be the most beautiful of the past several decades.
But as lovely as that series of bikes is to look at, the legend wouldn't have been created if not for its high level of performance on both the track and the street.
That performance is upped with the 999, so there should be much rejoicing. Instead, Ducati has been faced by many
who consider its new shape to be a mistake and won't take the bike seriously because of it.
Well, all we can tell you is that the 999 is probably the best streetbike Ducati has ever produced, and the whiny poseurs who poo-poo the new design are missing out on a thrilling Italian thoroughbred, cutting off their collective noses to spite their face.
I must admit that I, too, was among that crowd of naysayers who judged the 999 on the basis of its appearance. After all, Italy is the epicenter of design, and the Triple-Nine, while delivering a stunning styling statement, is a radical departure from the clean, flowing lines of its predecessors.
But as we found our during the press introduction at Willow Springs racetrack, the new Ducati superbike has nothing to fear, functionally, from the old 998. Several days riding on the street (not to mention more track work at a DP Safety School at Infineon Raceway and a bit of amateur drag racing) have solidified our early impressions and even increased them in some ways.
First off, let's address some of the styling points of this controversial design of South African Pierre Terblanche. Its lines aren't as sublimely harmonious as the previous bike, but there are many trick elements that please the eye. The tiny fuel tank has an aggressive, multi-faceted look that is mimicked by the minimal and sleek tailsection. Also, many positive comments were made about how the rear cylinder can clearly be seen from the left side underneath the rear of the fuel tank, giving the bike more of a mechanical presence.
The area above the rear is gloriously unobstructed thanks to the continued use of silencers set under the rear seat, except this time the single muffler looks like a big toaster. The single-sided swingarm that we all loved from the old bike has been replaced by a one-piece cast double-arm device that weighs the same but is 8% more rigid torsionally. It is also 15mm longer for better stability under braking plus better traction from the rear tire. Its design also has the added benefits of not altering the rear ride height when adjusting chain tension and it keeps the wheel spacers in the same spot when changing tires so it bolts back on with no fuss.
Source:http://www.motorcycle-usa.com
But as lovely as that series of bikes is to look at, the legend wouldn't have been created if not for its high level of performance on both the track and the street.
That performance is upped with the 999, so there should be much rejoicing. Instead, Ducati has been faced by many
who consider its new shape to be a mistake and won't take the bike seriously because of it.
Well, all we can tell you is that the 999 is probably the best streetbike Ducati has ever produced, and the whiny poseurs who poo-poo the new design are missing out on a thrilling Italian thoroughbred, cutting off their collective noses to spite their face.
I must admit that I, too, was among that crowd of naysayers who judged the 999 on the basis of its appearance. After all, Italy is the epicenter of design, and the Triple-Nine, while delivering a stunning styling statement, is a radical departure from the clean, flowing lines of its predecessors.
But as we found our during the press introduction at Willow Springs racetrack, the new Ducati superbike has nothing to fear, functionally, from the old 998. Several days riding on the street (not to mention more track work at a DP Safety School at Infineon Raceway and a bit of amateur drag racing) have solidified our early impressions and even increased them in some ways.
First off, let's address some of the styling points of this controversial design of South African Pierre Terblanche. Its lines aren't as sublimely harmonious as the previous bike, but there are many trick elements that please the eye. The tiny fuel tank has an aggressive, multi-faceted look that is mimicked by the minimal and sleek tailsection. Also, many positive comments were made about how the rear cylinder can clearly be seen from the left side underneath the rear of the fuel tank, giving the bike more of a mechanical presence.
The area above the rear is gloriously unobstructed thanks to the continued use of silencers set under the rear seat, except this time the single muffler looks like a big toaster. The single-sided swingarm that we all loved from the old bike has been replaced by a one-piece cast double-arm device that weighs the same but is 8% more rigid torsionally. It is also 15mm longer for better stability under braking plus better traction from the rear tire. Its design also has the added benefits of not altering the rear ride height when adjusting chain tension and it keeps the wheel spacers in the same spot when changing tires so it bolts back on with no fuss.
Source:http://www.motorcycle-usa.com
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